Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Descent; Initial Approach
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy

Aircraft X was on a 240 heading when he reported the airport in sight. I cleared him for the Visual Approach and shipped him to the tower. The 240 heading aimed Aircraft X to about a 4 to 5 mile straight-in final. After shipping the aircraft to tower I noticed Aircraft X make a slight 5 to 10 degree turn away from the airport. Initially I wasn't concerned with the slight turn away from the airport; even though they're not supposed to turn away from the airport. I then noticed that Aircraft X turned to about a 200 heading; at that point I called tower on the shout line to ask what was going on. I asked if the pilot turned on his own or if the tower controller turned them out. The tower controller said he turned Aircraft X out for VFR traffic in their pattern. They turned out an IFR aircraft on a Visual Approach OUTSIDE of their airspace without as much as a heads up to us. The landing configuration put Aircraft X that they turned south into direct conflict of where south landing aircraft to an adjacent airport are normally at. The supervisor was informed and I asked them to call tower about this. They didn't call them nor did I see them make a report about it.Tower needs to accomplish the appropriate coordination before turning an IFR aircraft on a Visual Approach away from the airport especially when its in another controllers airspace. Nothing will happen to help here because from what I saw the supervisor didn't even call Tower nor did they make a report on the situation. TRACON Controller reported the Tower Controller turned an aircraft that was still in the TRACON airspace without coordination.
Aircraft: B757
Phase of flight: Final Approach
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance

On descent we had initially briefed and set up for an approach like we seem to do 99% of the time we land in ZZZ. Unfortunately we were cleared for and read back ILS RWY XX; and neither of us caught our error. The cockpit was busy at the time and we were in the process of trying to slow the aircraft per ATC instruction to 180 kts from 250; while staying on the vertical path (also an all-too-common occurrence in ZZZ). We were switched to a new frequency and continued for runway XY when the controller told us we had lined up on the wrong runway while we were near ZZZZZ intersection and to stop our descent at 7;000 ft and asked if we had runway XX in sight. We did and were subsequently cleared for a visual approach to XX. B757 First Officer reported lining up for the wrong runway on final approach.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury

While at cruising altitude; we began a rapid descent from 35;000 feet to 10;000 feet due to pressurization problems. All 3 flight attendants had been seated in our jumpseats due to earlier communication with our Captain who was concerned with bad weather. We were told to lock up our galleys and remain seated while we diverted. Once our galleys were quickly secured we sat in our jumpseats. We had a rush of cold air in the cabin followed by thick fog. All 3 flight attendants suffered ear pain; sinus pain; dizziness; light headedness; and stress. Passengers were screaming with ear pain; and many call buttons were pushed. We didn't prepare the cabin for an emergency landing; but remained seated as instructed by our Captain. After all passengers deplaned; the 'A' Flight Attendant called Scheduling for our crew to be replaced. After a very helpful Crew Scheduler put us on hold; and he brought a (base) Inflight Supervisor into the phone call. The Supervisor wanted to know if any of us would like medical help. We all said no because we believed our symptoms were due to our decompression and the hypoxia that we suffered and nothing more severe that would require medical assistance. We were asked if we had prepared for an emergency landing. We hadn't prepared due to our Captain wanting us to remain seated. The Supervisor then told us that we had 2 choices: call out sick on line or take leave with no pay. The 'A' Flight Attendant opted to call out sick on line as she felt she was unable to continue on the pairing. The 'B' and 'C' flight attendants opted to remain unsafely on the pairing to avoid being penalized by the company. A third option! If you experience a decompression and a diversion; it is unsafe to continue with your flight attendant duties. A Flight Attendant should be given an option to be pulled with pay and with no penalty. A B737 had a rapid depressurization at FL350 which caused ear; sinus pain; and hypoxia to the flight attendants while the aircraft descended rapidly and diverted to an enroute airport.
Aircraft: B767
Phase of flight: Takeoff / Launch
Anomaly: Aircraft Equipment Problem Critical

During taxi; ATC cleared us to taxi to Runway 31 for an intersection departure; it was noted that max thrust was necessary because of a small tailwind. During the application of takeoff thrust all engine parameters appeared normal at about 100 KTS. Left engine N1 decayed to approximately 94% plus or minus 1% with fluctuations; with 'command arc' displayed to the Thrust Rating Computer limit of approximately 102% N1; no adverse yaw noted. Takeoff was then aborted at approximately 120 KTS. Inspection of main landing gear was then conducted by Airfield Rescue and Fire Fighter crew. Aircraft was then taxied to gate without further incident. Gross weight at takeoff 295;000 [LBS] O.A.T. 12c. At about 120 KTS on the takeoff roll; a B767-200 left engine N1 decayed to approximately 94% so the Captain rejected the takeoff and had the main gear inspected prior to proceeding to the gate.
Aircraft: C172
Phase of flight: Landing
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

My student on his second solo landed and veered off the runway about 5 feet during the attempt to do a touch and go. His approach was stable and landing was on centerline. There are a couple factors that I believe led to this runway excursion. First; I believe he rushed into taking off after landing; without taking the time to ensure the flaps were up and that the aircraft was still under control. Second; I believe he accidentally applied more left rudder than he had intended causing him to veer off to the left of the runway. After applying full power he began to veer to the left of the runway. He corrected for this by pulling back power and applying right rudder; but not fast enough to prevent momentarily veering off the runway. Too much rudder control causing veer off the left of the runway. No damage or injuries. C172 Student Pilot reported veering off runway during touch and go landing.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

COVID safety guidelines still in place limiting crew rest facility to one FA per break. This is not safe; regardless of pandemic.1) Safety guidelines state that when fighting fires; there must be a minimum of X FAs present to fight the fire; gather needed equipment and communicate with the Flight Deck. This cannot be accomplished with only 1 FA allowed in crew rest facility per break period. If a fire were to break out; this could affect the safety of the flight itself. If the lone FA allowed to break in the crew rest facility were to have a sudden health issue; it would also be dangerous as he/she might not be able to alert the rest of the crew in time.2) Since being forced to take scheduled breaks in the cabin as a temporary change due to the pandemic myself and other FAs have suffered fatigue due to adverse conditions. In the cabin; we are subject to PA announcements; noise from passengers; foot traffic; and light coming into the cabin from open window shades.This flight had two families with infants and a toddler seated in the X zone; where our current alternative break seats are located. One family seated at row X and Y had technical issues with their video system and moved seats back and forth multiple times then back to original seats-creating noise and disturbance. Toddler constantly talked very loudly (as toddlers do) to her mother; grandmother and television shows throughout the flight.For these reasons; I myself took my scheduled contractual break in the crew rest facility (although I was not the most senior) and also allowed some FAs above the 1 currently allowed if others did not object. However; the FAs entered the crew rest facility one at a time and closed curtains immediately after themselves; kept masks on during their breaks and used alcohol or bleach wipes on areas they touched. Air carrier Flight Attendant reported concerns with crew rest facility restrictions during the COVID-19 pandemic.
Aircraft: A321
Phase of flight: Initial Climb
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT

I was working arrivals to Runway XXR. Aircraft X initiated a go around short final. I issued them a turn to 240 and 9;000 feet as local center was departing and I wanted to give them room. Aircraft X read back the instruction but did not turn and leveled off about 5;400 feet. I instructed Aircraft X to turn further right heading 280 with no response. I issued multiple headings further and further to the northwest to avoid terrain and sometimes they would respond and sometimes they would not. I asked multiple times about their altitude and instructed them to climb however they flew level around 5;400 feet for about 5 miles. I was doing my best to turn them away from rapidly rising terrain as it became evident they weren't climbing; but may have still gone into a higher MVA southwest of the airport.I believe the flight crew was dealing with some type of malfunction or abnormality were talking to me was not their priority. In hindsight I could have issued a low altitude alert to try to alert the crew they need to turn and climb in a more timely manner. TRACON Controller reported an aircraft went around; but then did not listen consistently to the Controllers instructions leading to a Minimum Vectoring Altitude violation.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Descent
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

This is the second pilot deviation I have been involved in in the exact same location and altitude in two months' time. Aircraft X had been cleared to maintain 6;000 and direct to BOJID to resume the BOJID2 Arrival STAR. The aircraft was observed descending through 5;300 between the waypoints BOJID and HIFAL. The flight crew misread; as had happened before; the 4;000 Expect altitude charted at FERUS and began their descent as if they were issued a 'descend via' instruction and as if the FERUS altitude was a requirement and not informational only. Remove all 'expect' altitudes and speeds from this STAR. Due to short flight time I briefed the PHL arrival on the ground as part of the departure brief. In the briefings I briefed expected altitudes as expected altitude; and briefed that were loaded in the box. We De-iced in ZZZ and then took off. Prior to descent I re-briefed the arrival and the expected altitudes and that they were loaded into the box. On the arrival at BUNTS and at 8;000 feet; ATC vectored is off the arrival to a 030 heading. They then descended us to 6;000 and at 7;000 feet direct BOJID intersection to resume the arrival. We had previously briefed and loaded in the box all expect altitudes on the arrival including the expect 4;000 feet at FERUS. At BOJID we mistakenly started down to meet the 4;000 restriction at FERUS. Approaching 5;000 feet Approach told us to level at 5;000 and informed us of our mistake. Landed 27R with no further incidents. Our mistake was to think the altitude at FERUS was a hard altitude; and that we were cleared to descend via the arrival. A contributing factor to the incident is that KPHL is not an airport that neither I nor the copilot normally flies into. Human error treating an expected altitude like a hard altitude. Altitude awareness on expected altitudes. PHL Controller and flight crew reported altitude deviation during descent on the BOJID2 STAR.
Aircraft: PA28
Phase of flight: Takeoff / Launch
Anomaly: Conflict Ground Conflict; Less Severe; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

I started a lesson with a flight instructor with the intention of my first solo flight. We did some pattern work together with several trips in the pattern before I departed from the Instructor waiting area for my 3 solo takeoffs and landings. After the first lap in the pattern I taxied clear of the runway and back to the departure end of runway. I was waiting initially behind the hold short line at the approach end of Runway because of an aircraft on short final. After the aircraft completed its touch-and-go; I made the appropriate call and began crossing the hold short line onto runway. Immediately after taxiing onto runway; 2 aircraft on a downwind in the pattern called a go-around due to my aircraft being on runway; I immediately made the decision to taxi off the runway before lining up with center line or beginning a take-off roll. Even as I began taxiing looking for a left turn out; aircraft overhead were over-flying me and calling go-around. I made the radio call of my intentions to exit the runway shortly after I began a left turn to [exit the runway]. My taxi speed seemed to be a normal taxi speed; airspeed indicator was not alive and my left rudder pressure was constant however; it felt like my left wheel was skidding once 90 degrees from runway centerline; causing a more dramatic loop and loss of control. About 2 seconds into the left turn the aircraft turned sharply to the left 90 degrees; going off the runway and pivoting left again once on the dirt into a taxiway sign before coming to a complete stop. I shut off the engine immediately and notified over CTAF frequency of the current situation. I then shut off all electrical systems.I believe the cause of the entire situation was a lack of understanding of uncontrolled airports under high volume of aircraft operations. I also think I was over-saturated with tasks thinking about too many external factors leading to not judging the turn properly. During the student pilot first solo flight; after doing 1 full stop taxi back takeoff/landing on runway; student pilot proceeds onto runway; then immediately hears a plane report needing to go around for plane on runway. The student pilot thinks he has made a mistake and he is in trouble; holding position on runway; watching multiple small planes go around overhead. Then he proceeded to taxi down runway and then exit; in order to return to his flight instructor standing along the taxiway. The plane turned hard to the left; before the runway exit; leaving the runway; turning 180 degrees to the left; and stopping on top of the runway exit sign. The student pilot shut down the engine immediately. He wasn't hurt at all; but there was damage to the propeller and underside of the left wing from hitting the runway exit sign. Flight instructor and student pilot reported a loss of control and runway excursion when the solo pilot attempted to taxi clear of the runway.
Aircraft: C172
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy

During engine installation; I failed to install cotter pin in throttle control attachment nut and bolt. During flight; vibration loosened the nut and it fell off allowing the bolt to also fall free and resulting in loss of connection of the throttle control at the fuel servo. The engine speed remained at 2100 RPM. The pilot aligned with the runway and used mixture to shut down the engine when reaching the runway was assured. A power off landing was performed and the aircraft was undamaged then towed to the maintenance area where I discovered what had occurred. We are in the process of modifying policies and procedures to prevent recurrences of this incident. Maintenance Technician failed to install cotter pin on throttle control resulting in engine shutdown in flight.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Taxi
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Vehicle

While moving [an] aircraft; the shear pin broke when the main gear struck the steel plates they rested on. Upon removing the tow bar; the push back began backing slowly to reposition and struck the cleaning van that had parked behind it. The aircraft beacons were on because we had not completed the move. Ground Personnel reported shear pins breaking on tow bar; resulting in the aircraft striking a parked vehicle.
Aircraft: PA28
Phase of flight: Landing
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control

My first flight [with this student was] a night cross country into an unfamiliar airport and terrain. Flew to airport; overflew the airport to check windsock; and made a teardrop entry to enter the left downwind for Runway 22. Once landed; student started to use both left and right rudder and brakes; airplane became unstable I asked for flight controls; but students foot was still on rudder and brakes and plane ended up sharply veering to the left into the dirt on the side of the runway. Airplane ended up receiving prop damage and right wingtip plastic broke and nose wheel looked slightly bent. A flight instructor reported that the student pilot did not apply appropriate nose wheel steering and braking during landing rollout; which resulted in a runway excursion and minor aircraft damage.
Aircraft: B737
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Critical

During climb out through 14;000 ft. we noticed an amber oil pressure low indication on #2 engine. I was the PF(Pilot Flying) so I took the radios while the Captain ran the Engine Low Oil Pressure checklist which then directed him to the Engine Failure or Shutdown Checklist. The oil pressure dropped rapidly to approximately 3 PSI and the oil quantity dropped to 0. The checklist directed us to shutdown the #2 engine. We [requested priority handling] and coordinated with ATC for vectors to air return via the ILS XXL to ZZZ. We completed all appropriate checklists and coordinated with Dispatch; the flight attendants; and gave a reassuring PA to the passengers. The approach and landing were uneventful. After exiting the runway we were met by emergency vehicles and inspected. No damage or abnormalities were noted so we returned to gate X. We elected to shutdown and get towed to the gate. Two maintenance ELB (Electronic Log Book) entries were made and the Captain coordinated with Dispatch and the Chief Pilot via phone. B737 Pilot reported oil pressure problems with the number 2 engine; requested priority handling and returned to departure airport.
Aircraft: B737
Phase of flight: Parked
Anomaly: Inflight Event / Encounter Bird / Animal

Just before pushback one of our Ramp Agents came into the cockpit and showed me a picture of what he thought was a dent on the vertical stabilizer. I proceeded outside and checked to make sure there was a dent that I was looking at about three by two inches about 40 ft high (1.5 ft below the top of the vertical stabilizer). I called Dispatch and he passed me to Maintenance Control. I reported what was found. Maintenance Control informed me that there was a small dent already reported on that area. I told them this was not small and it looked like there was some damage to the aircraft. They told me to write it up and to call Contract Maintenance. Luckily we had two of our Mechanics at the Station. They came to the aircraft and were able to get close to the dent and take pictures. They called Maintenance and after conference with them they informed me that the checkup was going to take a few hours. I informed the gate agent and Dispatch and the flight was canceled. When and how the dent happened is totally unknown. We swapped into this aircraft. I performed the walk around in moderate rain with overcast clouds. I did not note any defects. While taxiing to the Runway the Controller reported birds near the runway. We did not see any birds; and we reported that to ATC. We flew the first 15 to 30 minutes of the flight in rain. We had a normal landing at destination which was sunny with scattered clouds.While preparing to leave the gate for our return flight; a Ramp Worker came to the flight deck and reported that he noticed 'what appeared to be a hole at the top of the vertical stabilizer.' The Captain went outside to inspect the aircraft. He returned; and made a Maintenance writeup for what appeared to be a hole in the leading edge of the vertical stabilizer; approximately 1.5 ft from the top (about 40 ft above the ground). He called Maintenance Control with the writeup.Company Maintenance Techs happened to be present. They inspected the damage as best as they could; due to the height of the damage; and confirmed repair would be needed. The flight was canceled due to the required maintenance. B737 flight crew reported they were informed of possible damage near the top of the vertical stabilizer. After maintenance examination; the aircraft was taken out of service.
Aircraft: GULFSTREAM G200 (IAI 1126 GALAXY)
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

I wrote up Aircraft X for an autopilot disengaging in flight and stiff ailerons. We left RVSM airspace due to the autopilot malfunction. Ailerons resumed normal control forces descending into the 20's. As we had full controllability of the aircraft I view this as a non-reportable NTSB event. G-200 Captain reported he wrote up the aircraft for the autopilot disengaging and 'stiff ailerons.'
Aircraft: C172
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical

Smelled something burning and alert sounded with low voltage annuciator. Took action by opening window; turning off non-essential electrical and ready to reach for fire estinguisher. Communicated with ATC letting them know about the burning smell and losing battery power. I asked for a climb and direct to ZZZ. Did not officially request priority handling but ATC asked if they should roll out the trucks. Not knowing the full nature of the issue I responded that it was probably a safe precaution in case a fire started. Landed safely with no issues. Postflight revealed that the alternator had seized and the burning smell was the melting of the alternator belt. Pilot reported alternator failure that resulted in a precautionary landing.